Methods and systems for compressed natural gas (cng)

ABSTRACT

Provided is a compressed natural gas (CNG) fuel system that can include a frame and at least one container. The frame can include a first side and a second side, with each side being configured to partly define a portion of an interior space. The at least one container can be configured to house or contain CNG and can be engaged to and partly encased by the frame. The at least one container can be partly located within the interior space of at least one of the first side or the second side. The frame assembly can be engaged to a chassis of a vehicle such that the at least one container is located either at least partially underneath a cab of the vehicle or at least partially behind a cab of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. Non-provisional applicationSer. No. 14/729,727, filed Jun. 3, 2015 and entitled “METHODS ANDSYSTEMS FOR COMPRESSED NATURAL GAS (CNG).” Application Ser. No.14/729,727 is a continuation of and claims the benefit of U.S.Non-provisional application Ser. No. 14/085,369, filed Nov. 20, 2013 andentitled “METHODS AND SYSTEMS FOR COMPRESSED NATURAL GAS (CNG).”Application Ser. No. 14/085,369 is a non-provisional of and claims thebenefit of U.S. Provisional Application Ser. No. 61/729,297, filed Nov.21, 2012 and U.S. Provisional Application Ser. No. 61/772,829, filedMar. 5, 2013. The entireties of the aforementioned applications areincorporated herein by reference.

BACKGROUND

1. Technical Field

Embodiments of the subject matter disclosed herein relate to utilizingcompressed natural gas as a fuel source. Some embodiment are directed toutilizing compressed natural gas as a fuel source for a vehicle.

2. Discussion of Art

It may be desirable to have a compressed natural gas (CNG) system andmethod that differs from those systems and methods that are currentlyavailable.

BRIEF DESCRIPTION

In an embodiment, a frame assembly for a compressed natural gas fuelsystem intended to fuel a vehicle engine is provided. The frame assemblycan include: a first side and a second side, each side configured topartly define an interior space; a connecting member engaged between thefirst side and the second side; at least one container supported by andpartly located within the interior space of at least one of the firstside or the second side, wherein the at least one container isconfigured to house compressed natural gas; the frame assemblyconfigured to be engaged to a chassis of a vehicle at a location on thechassis that is located rearward of a cab of the vehicle; and a manifoldlocated on at least one of a driver side of the vehicle or a passengerside of the vehicle, the manifold is in fluid communication with atleast one of the vehicle engine or the at least one container.

In an embodiment, a frame assembly for a compressed natural gas fuelsystem intended to fuel a vehicle engine is provided. The frame assemblycan include: a first side and a second side, each side configured topartly define an interior space; a connecting member engaged between thefirst side and the second side; at least one container supported by andpartly located within the interior space of at least one of the firstside or the second side, wherein the at least one container isconfigured to house compressed natural gas; the frame assemblyconfigured to be engaged to a chassis of a vehicle at a location on thechassis that is located below the cab of the vehicle; and a manifoldlocated on at least one of the first side or the second side, themanifold is in fluid communication with at least one of the vehicleengine or the at least one container.

In an embodiment, a frame assembly for a compressed natural gas fuelsystem intended to fuel a vehicle engine is provided. The frame assemblycan include: a first side and a second side, each side configured topartly define an interior space; a connecting member engaged between thefirst side and the second side; at least one container supported by andpartly located within the interior space of at least one of the firstside or the second side, wherein the at least one container isconfigured to house compressed natural gas; the frame assemblyconfigured to be engaged to a chassis of a vehicle at a location on thechassis that is located rearward of a cab of the vehicle or below thecab of the vehicle; and at least one fuel module integrated within theframe assembly.

BRIEF DESCRIPTION OF THE DRAWINGS

Reference is made to the accompanying drawings in which particularembodiments and further benefits of the provided subject matter areillustrated as described in more detail in the description below.

FIG. 1 is an illustration of a first embodiment of a compressed naturalgas (CNG) system engaged with an associated vehicle in a verticalorientation.

FIG. 2 is an illustration of the embodiment of FIG. 1 of a compressednatural gas (CNG) system engaged with an associated vehicle in avertical orientation.

FIG. 3 is an illustration of the embodiment of the compressed naturalgas (CNG) system engaged of FIG. 1 with part of the casing removed.

FIG. 4 is an illustration of the embodiment of the compressed naturalgas (CNG) system engaged of FIG. 1 with part of the casing removed.

FIG. 5 is an illustration of the embodiment of the compressed naturalgas (CNG) system engaged of FIG. 1 with part of the casing removed.

FIG. 6 is an illustration of the embodiment of the compressed naturalgas (CNG) system engaged of FIG. 1 with part of the casing removed.

FIG. 7 is an illustration of the embodiment of the compressed naturalgas (CNG) system engaged of FIG. 1 with part of the casing removed.

FIG. 8 is an illustration of the embodiment of the compressed naturalgas (CNG) system engaged of FIG. 1 with part of the casing removed.

FIG. 9 is an illustration of the embodiment of the compressed naturalgas (CNG) system engaged of FIG. 1 with part of the casing removed.

FIG. 10 is an illustration of a second embodiment of a compressednatural gas (CNG) system engaged with an associated vehicle in ahorizontal orientation.

FIG. 11 is an illustration of the embodiment of FIG. 10 with a portionof the casing removed.

FIG. 12 is a schematic illustration of an embodiment of a fuel module.

FIG. 13A is an illustration of embodiments of a fuel module.

FIG. 13B is an illustration of embodiments of a fuel module.

FIG. 14 is an illustration of an embodiment of a fuel module.

FIG. 15 is an illustration of an embodiment of a fuel module.

FIG. 16 is an illustration of an embodiment of a fuel module.

FIG. 17 is an illustration of an embodiment of a fuel module.

FIG. 18A is a rear illustration of the embodiments of a fuel moduleshown in FIG. 13A and FIG. 13B.

FIG. 18B is a rear illustration of the embodiments of a fuel moduleshown in FIG. 13A and FIG. 13B.

FIG. 19a is an illustration of one embodiment of a frame for a verticaloriented system shown in a front perspective view.

FIG. 19b is an illustration of one embodiment of a frame for a verticaloriented system shown in a rear perspective view.

FIG. 19c is an illustration of one embodiment of a frame for a verticaloriented system shown in a side perspective view.

FIG. 19d is an illustration of one embodiment of a frame for a verticaloriented system shown in a top perspective view.

FIG. 19e is an illustration of one embodiment of a frame for a verticaloriented system shown in a bottom perspective view.

FIG. 20A is an illustration of one embodiment of a pressure reliefdevice.

FIG. 20B is an illustration of one embodiment of a pressure reliefdevice.

FIG. 20C is an illustration of one embodiment of a pressure reliefdevice.

FIG. 20D is an illustration of one embodiment of a pressure reliefdevice.

FIG. 21 is a depiction of one embodiment of a heat exchanger.

FIG. 22 is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

FIG. 23 is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

FIG. 24 is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

FIG. 25 is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

FIG. 26A is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

FIG. 26B is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

FIG. 27A is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

FIG. 27B is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

FIG. 28 is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

FIG. 29 is an illustration of an embodiment of a system that supportsone or more containers in a horizontal orientation.

DETAILED DESCRIPTION

Embodiments of the provided subject matter relate to methods and systemsfor utilizing compressed natural gas as a fuel source for a vehicle. Acompressed natural gas (CNG) system can include a one or more containersthat house a portion of compressed natural gas (CNG). The one or morecontainers can be vertically or horizontally oriented with connectivemeans behind a driver cabin of the vehicle or underneath a portion of acabin of the vehicle, or to one or both of the sides of the vehicle suchthat the one or more containers are unrestricted to designs of vehiclesas well as vehicle performance (e.g., aerodynamics, towing capacity,hitching techniques, among others), wherein the connective means allowfor container expansion and contraction with the use of a railconnection system.

A first container can be located on a driver-side of a frame of thevehicle and attached thereto whereas a second container can be locatedon a passenger-side of the frame of the vehicle and attached thereto.Such attachment can be a saddling of the frame with a container on eachside. The one or more containers can reside in a plane that is in alinear orientation and located in a substantially similar plane as atleast one of an axle of the vehicle or the frame of the vehicle. In oneembodiment, the first container and, optionally, the second containermay be horizontally positioned in a plane that is substantially similarto a frame of the vehicle or at least one axle of the vehicle.Furthermore, the one or more containers may be parallel to a ground towhich the vehicle travels or drives on. In another embodiment, the firstcontainer and, optionally, the second container may be verticallypositioned in a plane behind the cabin of the vehicle perpendicular to aground to which the vehicle travels or drives on.

In another embodiment, a manifold system (also referred to as a fuelmodule system) is employed with the systems 100 and 102 that includes adriver side manifold and a passenger side manifold. The manifolds (e.g.,the passenger side manifold and driver side manifold) each includerespective elements such as, but not limited to, a fill port, afast-fill port, a transfer valve, a fuel transfer port, among others.Each manifold can further include shut-off valves, internal checkvalves, inlet fittings, fuel storage fittings, coalescing filter,pressure gage, and the like.

In another embodiment, a communications component is utilized with asystem 100 and/or 102 that provides at least one of user interactionwith a system 100 and/or 102 and/or diagnostic information related tothe system 100 and/or 102. Additionally, the communications componentcan provide a display for a back-up camera on the vehicle and/ortrailer. The communications component can be physically located insidethe vehicle to provide information such as, but not limited to, one ormore container pressure, temperature of one or more containers, realtime information related to the system, temperature compensation fuelgauge, among others. The communications component may comprise a gauge,a lamp, a light, an LED, a series of lights or LEDs, a CRT, a plasmadisplay, a liquid crystal display, or other data output device chosenwith good engineering judgment.

In an embodiment, a system 100 and/or 102 can leverage at least oneRadio Frequency Identification (RFID) tag associated with one or morecomponents (e.g., container, regulator, manifold, fuel line, hose, amongothers) in which an RFID reader can collect information from the RFIDtag in order to verify information associated with the system 100 and/or102 (e.g., manufacture date, quality control (QC) inspection, shippingdate, installation date, installer, critical service dates, historicdata, service dates, among others). For instance, RFID tags can bewritten with identifying data, wherein an RFID reader can receive thisidentifying data for verification related to safety, tracking,monitoring, quality control, among others. In another embodiment, anRFID component is utilized to scan and program RFID tags withidentifying data in which the RFID component utilizes one or moredatabases to track identifying data to particular elements orcomponents.

In an embodiment, the cellular multi-protocol RFID reader combinesunsurpassed read/write reliability and performance in difficult to readenvironments with GSM cellular and GPS connectivity for easy deploymentsat remote or mobile worksites. The reader's advanced design providesbackward compatibility with EPCglobal C1G2 (GEN2) certified tags withthe maximum allowed 1 watt transmit power, and more than 10× rangeextension to greater than 100 meters using the Battery Assisted PassiveRFID (BAP) protocol extensions in the ISO/IEC 18000-6:2010 standard. Theself contained units can be directly integrated and powered from theinstallation machine's power source—providing a true mobile solution.This will provide accurate Locating and Asset Management/Tracking of thesubject innovation enabled product lines.

In an embodiment, the system 100 and/or 102 can couple RFID technologywith Global Positioning Service (GPS). This coupling can enableoperators and/or fleet managers to access location information such as,but not limited to, refueling locations, service center locations, routetracking, among others. In an embodiment, the system 100 and/or 102 caninclude a settings component that is configured to provide one or moresettings or configurations based on particular events, conditions,locations, and the like. For instance, the settings component canutilize a weather setting in which the system 100 and/or 102 performanceis modified to account for extreme weather conditions (e.g., hot, cold,dry, high humidity, among others).

In an embodiment, the system 100 and/or 102 is adapted to integrate witha vehicle. For instance, the system 100 and/or 102 can include aparticular design to match with a design of a vehicle to which the CNGsystem is used. This latter design may include a particular shape,style, look, feel, color, trade dress, brand indicia, or other factors.As described in more detail below, the system 100 and/or 102 can beattached to a frame of a vehicle behind a cabin location with one ormore containers in a vertical orientation or underneath a portion of acabin and along a side of the vehicle or at some other orientation orposition. The system 100 and/or 102 can be in a “skin” or housing inwhich the housing may be metal, metal alloy, composite material,fiberglass, or other material chosen with good engineering judgment andcan include a matching style of a design of the cabin and/or overallvehicle. In general, the system 100 and/or 102 can be integrated behindthe cabin of the vehicle or underneath a portion of a cabin and along aside of the vehicle or at some other orientation or position such thatthe system 100 and/or 102 blends with and matches the design of thevehicle.

In an embodiment, the system 100 and/or 102 includes features thatenhance interoperability to a vehicle. For instance, the system 100and/or 102 can include O-ring face seal connections (ORC) whicheliminate metal-to-metal seals and concerns related to torque andassembly time. ORC decrease assembly time based on reliance oncompression of an elastomer O-ring while providing leak resistantconnections. In another example, a manifold block may eliminate orreduce the need for rigid tubing and may provide for efficient fuel flowwithout reduction in pressure while also reducing potential number ofleak points. The system 100 and/or 102 can implement one or more torquebolt locks 304 (e.g., also referred to as a Huck lock bolt) to preventloss of clamping force often experienced using fastening hardware. In anembodiment, a torque bolt 304 (also referred to as Huck bolts) may beused in many applications to prevent loss of clamping force oftenexperienced using fastening hardware.

In an embodiment, the system 100 and/or 102 employs various safetyfeatures. For instance, one or more electric solenoids can be employedin which one or more valves for the one or more containers in the system100 and/or 102 can be automatically controlled via electric solenoidvalves. For instance, in a case of an emergency and manual operation ofcontrol valves is unavailable, an electric solenoid valve can provideautomatic control (e.g., open, close, etc.) to the one or morecontainers. In certain embodiments, one or more automatically controlledelectric solenoid valves may be arranged in series with one or moremanual valves in order to create a valve set in which closure of anautomatically controlled electric solenoid valves is sufficient to shutoff flow and opening of all the automatically controlled electricsolenoid valves in the valve set is necessary to permit flow.

In an embodiment, the system 100 and/or 102 is assembly line ready andconfigurable to a vehicle. The system 100 and/or 102 can be aself-contained system that attaches to a portion of a vehicle. Inparticular, the attachment can be with shock mounts to a frame of thevehicle behind a cabin or to a frame of the vehicle on one or both sidesof the vehicle. Attachment to a frame of the vehicle on one or bothsides of the vehicle may be with components on one or both sides of thevehicle frame under a portion of a cab of the vehicle. This latterattachment can saddle each side of a frame of the vehicle or can beplaced to one side or the other of the vehicle along the frame. Uponattachment to the vehicle, the system 100 and/or 102 can becommunicatively coupled to the vehicle via an electric connection and/ora fuel line connection. In another embodiment, the system 100 and/or 102can include a powder coated exterior adapted to match the style existenton a chosen vehicle. A powder coated exterior may also increasedurability. In another embodiment, the system 100 and/or 102 can includeone or more components or features fabricated from a composite material,such as, without limitation, fiberglass. Composite materials may beselected to provide desired strength, toughness, and weight.

In an embodiment, the system 100 and/or 102 can include a temperaturesensitive component operatively engaged with a valve for the one or morecontainers. In some non-limiting embodiments, the temperature sensitivecomponent can be proximate to the one or more containers and may includea wire component encased within a cylinder tubing, wherein the wirecomponent is coupled to a valve for each of the one or more containers.The wire component of the temperature sensitive component disconnects toopen the valve at a temperature to release contents of the one or morecontainers.

With reference to the drawings, like reference numerals designateidentical or corresponding parts throughout the several views. However,the inclusion of like elements in different views does not mean a givenembodiment necessarily includes such elements or that all embodiments ofthe invention include such elements.

The term “component” as used herein can be defined as a portion ofhardware, a portion of software, or a combination thereof. A portion ofhardware can include at least a processor and a portion of memory,wherein the memory includes an instruction to execute. The term“vehicle” as used herein may be a mobile machine or a moveabletransportation asset that transports at least one of a person, people,or a cargo. For instance, a vehicle can be, but is not limited to being,semi, a semi truck, a semi-trailer truck, a tractor-trailer, a transfertruck, an 18-wheeler, a truck, a class 8 vehicle, an automobile, farmequipment, industrial equipment, construction equipment, van, SportUtility Vehicle (SUV), a truck that carriers a load and/or freight, andthe like. The term “container” as used herein can be defined as anycylinder, tank, housing, canister, and the like of any suitable materialthat can house or contain a portion of compressed natural gas.

FIGS. 1-9 illustrate one non-limiting embodiment of a system 100 thatincludes one or more containers 200 configured in a verticalorientation. The system 100 is a non-limiting embodiment that includesone or more containers 200 that are configured to house a portion ofcompressed natural gas (CNG), each container 200 may be cylindrical inshape with a length, a diameter, and a first end 204 opposite a secondend 206 in which the first end includes a valve opening 212; a frame 300that encases at least the one or more containers 200; a casing 400 thatsurrounds the frame 300 and the one or more containers 200; the lengthof the one or more containers 200 are oriented in a vertical position;the frame 300 is adapted to attach to a portion of a chassis 510 of avehicle 500, wherein the frame 300, the casing 400, and the one or morecontainers 200 are located behind a cabin 504 of the vehicle 500; andthe one or more containers 200 are connected to the frame 300 with afirst neck mount 322 for the first end 204 of each of the one or morecontainers 200 and a second neck mount 332 for the second end 206 ofeach of the one or more containers 200.

It should be understood that in other acceptable embodiments theorientation of the one or more containers 200 need not be vertical; thecontainers 200 may be horizontal in a system 102, as shown in FIGS.10-11 and 22-29, or in some other orientation such as, withoutlimitation, slanted. As shown in FIGS. 10-11 and 22-29, in non-limitingsystem embodiment 102 the one or more containers 200 may be placedunderneath a portion of cabin 504 and along a side, such as withoutlimitation, the driver-side 506 or the passenger side 508, of thevehicle 500. It should be understood that in the non-limiting systemembodiment 102 shown in FIGS. 10-11 and 22-29, the one or morecontainers 200 may be placed on either side of the vehicle 500 close to,within or partially within, the location that fuel tanks typicallyoccupy. For instance, the system 102 can be used in combination with oneor more fuel tanks or in replacement of one or more fuel tanks. Inembodiments with multiple containers 200, the containers 200 may haveorientations that differ from one another. In embodiments with a singlecontainer 200, the container 200 may be horizontal vertical or slantedand may be positioned at either side of the vehicle 500, upright,mounted along the chassis 510 of the vehicle 500 on either side, ormounted horizontally and transverse to the chassis 510.

In another embodiment, the system 102 can include one or more containers200, wherein the one or more containers 200 are oriented in a verticalposition, a horizontal position, or a combination thereof. In anon-limiting example, a vehicle 500 can include a first container 200oriented in a horizontal mounting configuration on one of a driver sideor a passenger side of a vehicle 500. In this non-limiting example, thevehicle 500 can further include a second container 200 oriented in avertical mounting configuration. It is to be appreciated that anyvariation of number of container 200 and manner to which they areoriented, vertical, horizontal, or otherwise, are to be seen as detailsthat can be chosen with sound engineering judgment without departingfrom the scope of the subject disclosure. In general, and unlessotherwise noted, all of the subject matter herein can be applied equallywell to embodiments having any number of containers 200. In general, andunless otherwise noted, all of the subject matter herein can be appliedequally well to embodiments having containers 200 having anyorientation, vertical, horizontal, or otherwise.

As shown in FIGS. 4-9, 11, 23, and 27, in systems 100 and 102 containers200 may be neck mounted, that is mounted at one or more neck 210 of thecontainer 200. It is to be appreciated that the container 200 caninclude a neck on at least one end of the container 200. A neck mountprovides for substantially stress free container expansion and/orcontraction. A neck mount (referred to as neck mount 332 and 322 andillustrated in FIGS. 5, 6, and 8) may comprise a mounting block 214having an internal geometry 215 adapted to engage with the neck 210 of acontainer 200 and an external geometry 216 (shown in FIG. 7) adapted toengage with a block receiver 218 in frame 300. In the non-limitingembodiment shown in FIG. 7, the neck 210 of container 200 issubstantially cylindrical, the internal geometry 215 of mounting block214 is a substantially cylindrical hollow adapted to receive and closelyconform to the neck 210 of container 200, the external geometry 216 ofmounting block 214 is substantially cuboid, and block receiver 218 is ahollow having an interior adapted to receive and closely conform to thecuboid substantially external geometry 216 of mounting block 214. Itshould be understood that the internal geometry 215 of the mountingblock can be adapted to accept a wide variety of shapes of a neck 210including, but not limited to, cylindrical, cuboid, prismatic,polyhedral, or otherwise. It should be understood that the externalgeometry 216 of the mounting block and the block receiver 218 can be anyof a wide variety of shapes including, but not limited to, cylindrical,prismatic, or otherwise. It should be understood that the fit betweenthe neck 210 of container 200 and the internal geometry 215 of mountingblock 214 may be a tight fit or press fit or other fit adapted toprevent slippage between the neck 210 and the internal geometry 215, ormay be a loose or clearance or other fit adapted to permit slippagebetween the neck 210 and the internal geometry 215. It is further to beappreciated that a neck mount can be used on each end of the container200 for each container 200 used in system 100 and/or system 102.

In an embodiment, the system 100 and/or 102 can store information with adata store (not shown). It is to be appreciated that the data store canbe, for example, either volatile memory or nonvolatile memory, or caninclude both volatile and nonvolatile memory. The data store of thesubject systems and methods is intended to comprise, without beinglimited to, these and other suitable types of memory. In addition, it isto be appreciated that the data store can be a server, a database, ahard drive, a flash drive, an external hard drive, a portable harddrive, a cloud-based storage, a solid state drive, and the like.

The aforementioned systems, components, (e.g., system 100 and/or 102,manifold 600 and/or 600′, fuel interface module, communicationscomponent, settings component, among others), and the like have beendescribed with respect to interaction between several components and/orelements. It should be appreciated that such devices and elements caninclude those elements or sub-elements specified therein, some of thespecified elements or sub-elements, and/or additional elements. Furtheryet, one or more elements and/or sub-elements may be combined into asingle component to provide aggregate functionality. The elements mayalso interact with one or more other elements not specifically describedherein.

In view of the exemplary devices and elements described supra,methodologies that may be implemented in accordance with the disclosedsubject matter will be better appreciated with reference to the flowchart disclosed herein and illustrated in, for instance and not limitedto, FIG. 12. The methodologies are shown and described as a series ofblocks, the claimed subject matter is not limited by the order of theblocks, as some blocks may occur in different orders and/or concurrentlywith other blocks from what is depicted and described herein. Moreover,not all illustrated blocks may be required to implement the methodsdescribed hereinafter. The non-limiting methodologies shown in FIG. 12can be implemented by a component or a portion of a component thatincludes at least a processor, a memory, and an instruction stored onthe memory for the processor to execute.

The provided subject matter may comprise one or more of the following:an O-ring face seal connection, which allows for easier assembly andmore leak resistant connections; a container 200 adapted for being railmounted, as seen in FIGS. 25-26, rail mounting being characterized by acontainer 200 adapted to be neck mounted in rail mount configuration, asopposed to strap mounted; a vertical container 200 mounted behind acabin 504, which is adapted for increased capacity; modular constructionof fuel module 600 (also referred to as “manifold 600”), which reducesbends in and complex paths conduit 640 for more efficient and increasedfuel flow without reducing flow pressure and reduces number of potentialleak points; a fuel module 600 may, optionally, be an integrated fuelcontrol module 605 adapted for integration within the frame 300 whichmay simplify assembly; an ergonomic fill port 632 location which isadapted to allow filling by a user without necessitating the user tobend over; a torque bolt and/or Huck bolt fastener 304; an electricsolenoid (not shown); an RFID (not shown) on a container 200 or system100, 102, which can be adapted to allow fleet managers, operators, orother users to track necessary data regarding container 200 or system100, 102, including, but not limited to, manufacture date, QC inspector,ship date, installation date, installer, critical service dates/history,on-demand manufacturing, maintenance information, or some combinationthereof; a backup camera (not shown) engaged with a display for a backupcamera adapted to assist an operator with operation of a vehicle 500 byproviding visual data about the environment around the vehicle 500; apowder coated exterior surface 410, which offers excellent durability inthe field and may be matched to manufacture approved colors or tradedress; an in-cab interface panel, which may comprise a communicationscomponent mounted in a cabin 504 of a vehicle 500 for real-time statusrelated to system 100, 102 or to CNG contained therein, such as, but notlimited to, pressure of contents, temperature of contents and theprojected distance which the vehicle 500 can travel with the remainingcontents; a shock mount 310, which is a dampening component adapted forinstallation between a component of a vehicle 500, such as a frame orchassis, and the frame 300 of the system 100, 102.

The provided subject matter may provide structural stress analysis;increased range offering, in certain embodiments, offering 12 morediesel gallon equivalent (“DGE”) than certain third party or thirdparties, while also offering an enhanced back of cab unit with range of163 DGE; an assembly line ready system 100, 102, which may be adapted tobe operationally engaged with a conventional vehicle 500 with toolingand/or parts common to conventional operational engagement of a dieselor gasoline fuel tank; a system 100, 102 that consists of conventionalcomponents commonly available and adapted to be installed with the toolsand materials available in a vehicle maintenance facility, such as,without limitation, a professional mechanic's work garage or truck stop.

The provided subject matter may further include the followingsub-systems or components. The system 100, 102 may comprise a GPS (notshown), which may be adapted to allow operators and fleet managers toaccess location information, including the location of refueling andservice center locations and route tracking. The system 100, 102 maycomprise a lighted access doors 420, which may be adapted to makefueling, inspection and maintenance easier in a variety of lightingconditions by providing lighting to the region accessed through theaccess door 420. The system 100, 102 may comprise a cold weatherpackage, which may comprise adaptations to allow for filling andefficient operation in extreme cold weather environments such as,without limitation, insulation, a resistive heater, a heat exchanger, athermostat, or combinations thereof. A cold weather package may comprisea fuel warmer adapted to prevent problems, such as, without limitation,freeze up, imprecision in flow measurement, damage to flow regulationcomponents or measurement components, condensation, liquid accumulationwithin the fuel delivery lines 642 or other supply path to the engine(not shown), or “chugging” of the engine (not shown) of the vehicle 500due to fuel being colder than desired during operation in very coldenvironments by heating at least a portion of the fuel. Withoutlimitation a fuel warmer may heat fuel fed into a regulator, fed from aregulator, or fuel in other components of the system, such as, withoutlimitation a container 200. A fuel warmer may comprise any sort ofheater or heat exchanger adapted to supply heat to the CNG fuel. A fuelwarmer may comprise a resistive heater operatively engaged with the fuelsystem and adapted to convert electrical energy into heat.

In the non limiting embodiment shown in FIG. 21, a heat exchanger 760adapted to transfer heat from an engine coolant (not shown) of thevehicle 500 to a fuel flow of CNG in the system 100, 102. The heatexchanger 760 may be a parallel flow heat exchanger adapted to receivean input flow of hot coolant (not shown) into coolant input aperture762, to receive an input flow of cold fuel (not shown) into fuel inputaperture 764, to transfer heat from the hot coolant (not shown) to thecold fuel (not shown) within a body 765 to yield a warm fuel and coolcoolant, to output the cool coolant (not shown) from coolant outputaperture 766, and to output the warm fuel from fuel output aperture 768.The heat exchanger may comprise an integral thermostat 769 adapted tocontrol a valve to control flow of coolant (not shown) or fuel (notshown) or both within the heat exchanger 760 in order to preventover-heating of the fuel (not shown) or over-cooling of the coolant (notshown).

The system 100, 102 may comprise a bruise protection component, such as,without limitation a transducer, coating or material (not shown) adaptedto indicate or assist in visual detection of an impact area, dent,scratch, bruise, or other damage to a container 200 of other componentof system 100, 102. Such a coating or material (not shown) may consistof a brittle or easily cracked superfluous overcoat prone to beingcracked or crazed by any event sufficient to damage the over coatedcontainer. Such a coating or material (not shown) may consist of ashiny, reflective or other overcoat prone to developing easily visuallydetectable optic irregularity as a result of any event sufficient todamage the over coated container. Such a bruise protection component maybe complemented by support to an end user in the field when integrity oftanks are in question.

In one non-limiting embodiment, a container 200 can be mounted behind acabin 504 of a vehicle 500. Vertical mounting of containers 200 mayprovide increased capacity and range, thereby allowing the vehicle 500to travel further distances between refueling. Also, a larger container200 may provide a lower center of gravity, increasing the stability ofthe unit and reducing weight to the less tanks. In certain applications,for aesthetic reasons or due to the other design requirements, mountingother than vertical mounting, such as horizontal or slanted mount may bedesirable.

As noted above, the container 200 can be mounted within a frame with astrap or straplessly. As shown in FIGS. 4-9, strapless mounting may beprovided by neck mounting containers 200 one or more neck mounts 322,332 associated with frame 300.

As noted above, a system 100, 102 may comprise O-ring Face SealConnections (“ORC”) 608 that provide easier assemblies, as ORC rely onthe compression of an elastomer O-ring and provide more leak resistantconnections.

As noted above, a system 100, 102 may comprise one or more types ofcommunications component (not shown). A communications component (notshown) may include, but is not limited to an in-cab interface panel (notshown). The communications component (not shown) can comprise a graphicdisplay mounted in the cab adapted to display information about thesystem 100, 102. Information about the system 100, 102 may comprise,without limitation, information selected from the set consisting of realtime pressure of the contents of a container 200, temperature of thecontents of a container 200, and temperature-compensated amount of fuel.Information about the system 100, 102 may be real time information. Thecommunications component (not shown) may display information to thedriver while he operates the vehicle. The communications component (notshown) can further allow display of a video provided from an optionalback-up camera (not shown).

FIGS. 13-17 show multiple embodiments of a modularly constructed fuelmodule 600. Without limitation, a fuel module 600 may include a manifoldblock 610. A manifold block 610 may be used rather than tubing or otherconduit 640 and thereby may reduce or eliminate rigid tubing or otherconduit 640. Reducing or eliminating rigid tubing or other conduit 640may result in more efficient fuel flow without reducing flow pressurewhile also reducing the number of potential leak points. Withoutlimitation, a fuel module 600 may include an improved regulator 620. Ina particular embodiment, the system 100 and 102 can include dualregulators. For instance, dual regulators can be utilized to improvedelivery of CNG. In some embodiments regulator 620 may be adapted tofuel either 12L or 9L diesel engines. The provided subject matter mayinclude an Integrated Fuel Control Module 605 that is integrated withinthe superstructure of a system 100, 102 allowing for simpler assemblyand installation.

The provided subject matter includes a fuel control module 600ergonomically located to permit filling. For instance, a user can fillor use the fuel control module 600 without having to bend over. Aparallel passenger side fill port may be provided to permit filling thesystem 100, 102 from either side of the vehicle 500. A fuel transferport 636 and shut-off valve 637, adapted to permit a user to controlflow through the fuel transfer port 636, are adapted to permit transferof fuel between vehicle 500 and a storage container or between vehicle500 and another vehicle (not shown). A fast-fill port 632 is providedfor quicker filling of the system 100, 102 from distribution fillingstations (not shown). A fast fill port may have an internal diameter of12 mm, 16 mm, or greater.

The provided subject matter may be adapted for seamless integration witha third-party manufacturer of semi trucks or vehicles 500 such that thestyle of the systems 100 and 102 blend with the existing design. Theprovided subject matter comprises horizontal (e.g., also referred to asrail mounted or saddle mounted shown in FIGS. 10, 11, and 22-29) system102 and vertical system 100 (e.g., shown in FIGS. 3-9 and 19) that fitsbehind the third-party vehicle manufacturer fairings 512 (e.g., system100), or on a side of a third party vehicle manufacturer fairing 512(system 102), to maintain a clean appearance to theinstallation/conversion from conventional diesel tanks (not shown) touse of the system 100, 102. The provided subject matter may utilize anelectric solenoid (not shown) to control a valve. An electric solenoidcontrolled valve may be adapted to protect a driver and surroundingenvironment 90 should an accident prevent the driver from being able toclose control valves 631 to close off the CNG supply. For example,electric solenoids, engaged with a controller or computer (not shown)adapted to detect an accident, may in turn control an automatic valve(not shown) operable to close off the CNG supply at a module 600 or at acontainer 200. It should be understood that the present subject mattermay also include the above mentioned typical manually operated controlvalves 631 to close off the CNG supply. Such typical manually operatedcontrol valves 631 to close off the CNG supply may be adapted to beoperated to shut off fuel flow independently of the action of anyelectric solenoid controlled valve.

RFID can utilize RFID technology (other components in the future), toallow fleet managers to track necessary data regarding a container 200,including manufacture date, quality control (QC) inspector, ship date,installation date and installer, and critical service dates/history. Theprovided subject matter can include a backup camera (not shown) adaptedto provides through a communications component, an in-cab display ofbackup camera video, adapted to assist the driver during backingoperation of the truck or other vehicle 500.

The provided subject matter may be assembly line ready. The discloseddesign and/or system may be modular in nature having a design engineeredto be completely self-contained and easy to install and thereby adaptedto reduce assembly and time. Assembly may consist of lowering thecompleted unit into position, securing it to the frame and makingconnections to a portion of a chassis 510 on the vehicle 500. Assemblymay also include establishment of one or more connections to establishcommunication of one or more of fuel, electricity, or coolant betweenthe system 100, 102 and the vehicle 500.

As shown in the non limiting embodiment illustrated in FIGS. 19a-19e forvertical orientation of the system 100 and FIGS. 22-29 for horizontalorientation of the system 102, the provided subject matter may includesone or more shock mounts 310 that offers protection from impact loadsand transportation vibration. Shock mounts 310 may comprise elastomericdampers or another component adapted to emulate a spring-damper andchosen with good engineering judgment. The provided subject matter mayincludes one or more mounting brackets 390, substantially rigidstructural members adapted for engagement between the chassis 510 andthe frame 300. As shown in FIGS. 19a-19e , the mounting brackets 390 maybe engaged to the frame 300 through a shock mount 310. Mounting brackets390 and shock mounts 310 are further illustrated in FIGS. 22-29 for ahorizontal orientation.

The provided subject matter may include the following sub-systems orcomponents. RFID on components which are adapted to provide operatorsand fleet managers access to on-demand manufacturing and maintenanceinformation. RFID GPS coupling which are adapted to allow operators andfleet managers to access location information, including refueling andservice center locations and route tracking.

Referring now to the non-limiting embodiments illustrated in FIGS. 1-11and 22-29, In some non-limiting embodiments, a system 100, 102 caninclude one or more containers 200 that are configured to house aportion of compressed natural gas (CNG), each container 200 may becylindrical in shape with a length, a diameter, and a first end 204opposite a second end 206 in which the first end 204 may includes avalve opening 212; a frame 300 that encases the one or more containers200; a casing 400 that surrounds the frame 300 and the one or morecontainers; the length of the one or more containers 200 are oriented ina vertical or horizontal position; the frame 300 attaches to a portionof a chassis 510 of a vehicle 500, wherein the frame 300, the casing400, and the one or more containers 200 are located behind (e.g.,vertical position for containers 200) a cabin 504 of the vehicle 500 orunderneath (e.g., horizontal orientation for containers 200) a portionof a cabin 504 of the vehicle 500; and the one or more containers 200are connected to the frame 300 with a first neck mount 322 for the firstend 204 of each of the one or more containers 200 and a second neckmount 332 for the second end 206 of each of the one or more containers200.

Referring now to the non-limiting embodiment illustrated in FIGS. 1-9,in system 100, the one or more containers 200 include a first container220 of cylindrical shape having a first length and a first diameter thathouses a first volume of compressed natural gas; a second container 240of cylindrical shape having the first length and the first diameter thathouses a second volume of compressed natural gas, wherein the secondvolume is substantially the same as the first volume; a third container260 of cylindrical shape having a second length and a second diameterthat houses a third volume, wherein the third volume is less than thefirst volume and the third volume is less than the second volume; andthe third container 260 is situated between the first container 220 andthe second container 240 in which the third container 260, the firstcontainer 220, and the second container 240 form a linear orientationparallel to at least one axle of the vehicle 500.

Referring now to the non-limiting embodiment illustrated in FIGS. 10-11and 22-29, in system 102, the one or more containers 200 include a firstcontainer 270 of cylindrical shape having a first length and a firstdiameter that houses a first volume of compressed natural gas; a secondcontainer (not shown) of cylindrical shape having the first length andthe first diameter that houses a second volume of compressed naturalgas, wherein the second volume is substantially the same as the firstvolume. In system 102, the first container 270, and the second container(not shown) form a linear orientation in a substantially similar planeas at least one axle of the vehicle 500 and are oriented substantiallyhorizontally.

It is to be appreciated that a number of containers 200 can be selectedwith sound engineering judgment for one of the system 100 or the system102. In particular, a volume of the container 200 can also be selectedwith sound engineering judgment without departing from the scope of thesubject innovation. For instance, a first container 220 can have alength of 120 inches with a 26 inch diameter, the second container 240can have a length of 120 inches with a 26 inch diameter, and the thirdcontainer 260 can have a length of 90 inches and a 26 inch diameter,wherein such containers in this embodiment can provide 163 DGE. Inanother instance, a first container 220 can have a length of 120 incheswith a 26 inch diameter, the second container 240 can have a length of120 inches with a 26 inch diameter, and the third container 260 can havea length of 90 inches and a 21 inch diameter, wherein such containers200 in this embodiment can provide 148 DGE. It is to be appreciated thatthe above are solely for example and not to be limiting on the subjectinnovation. It is also to be appreciated that, as the term is usedherein unless otherwise noted, cylinder may encompass substantiallycylindrical containers 200 that have one or more edges filleted orotherwise rounded, or have one or more ends of the cylinder to be domedor curved or which otherwise deviate slightly from a strict cylindricalshape. The number of containers 200, the length of each container 200,and/or the diameter of each container 200 can be modified to yieldvarious DGE. Moreover, a mount for a container 200 can includespecifications based on the size of the container 200. In an embodiment,a container 200 with a 26 diameter can include a 2.75 inch neck, whereasa container 200 with a 21 inch diameter can include a 2 inch neck.

The subject innovation further includes a mount for each container 200used within the system 100 and/or the system 102 that provideconnectivity to a neck 210 of the respective container 200. In anembodiment, a controller (not shown) can evaluate a distance for thevehicle 500 to travel and one or more volumes associated with a numberof containers 200 used with the system 100 or system 102. Based on thedistance and a parameter, the controller (not shown) can identify whichcontainer 200 or containers 200 to utilize with the system 100 or thesystem 102 with the vehicle 500. It is to be appreciated that theparameter can be, but is not limited to being, an inventory of CNG, anamount of CNG in a container 200, a volume amount of a container 200, anumber of containers 200 the system 100 or system 102 can house, anamount of CNG in a container 200 with a particular volume, a temperatureof an environment 90, a cost of diesel fuel, a cost of CNG, a weight ofa load transported by the vehicle 500, a weight of a container 200, atype of mount used with a container 200, among others.

In still another embodiment, the first container 220 can be housed bythe first side 306 and supported by one or more neck mounts 322, 332,one or more straps (not shown), or one or more other components mountedto the first side 306, the second container 240 can be housed by thesecond side 308 and supported by one or more neck mounts 322, 332, oneor more straps (not shown) or one or more other components mounted tothe second side 308, and the third container 260 can be housed by aregion defined between the first side 306 and the second side 308 andsupported by the connecting member 330. As discussed, it is to beappreciated that a fuel module 600 or a manifold 600, 600′ can beutilized with the system 100 or system 102. For instance, the system 100or system 102 can utilize a first manifold 600 for containers 200. Inanother instance, the system 100 or system 102 can utilize a firstmanifold 600 and a second manifold 600′ for containers 200. In stillanother embodiment, the system 100 or system 102 can utilize two or moremanifolds 600, 600′ with the containers 200.

In some embodiments, the system 100, 102 may include a communicationscomponent (not shown) that provides at least one of the following: anaggregation of a portion of data related to a flow of compressed naturalgas, a pressure of the one or more containers 200, an amount ofcompressed natural gas in the one or more containers 200, a range oftravel based at least in part on the amount of compressed natural gashoused within the one or more containers 200; an interaction with aportion of the data; a display of a portion of data; a display of avideo from a rear-facing camera (not shown) affixed to the vehicle 500;a communication with a remote terminal via at least one of voice, text,audio, video, or electronic message; or a receipt of a communicationfrom the remote terminal, wherein the remote terminal is a fleetmanager, a user, a transport facilitate, or a shipping facility.

In certain embodiments, the system 100, 102 may include a settingscomponent adapted to configure a setting associated with the one or morecontainers 200 based on a weather condition to regulate a pressure forthe compressed natural gas.

Referring now to FIGS. 20A, 20B, 20C, and 20D, in certain non-limitingembodiments, the system 100, 102 may comprise a pressure release device(“PRD”). It is to be appreciated that a PRD is illustrated in system 100but can also be adapted to be used with system 102 represented in FIGS.22-29 such that the PRD is affixed or placed on a container 200. A PRDis a device adapted to sense one or more physical parameters, such as,without limitation, pressure, temperature, or stress, within or around acontainer 200 and to vent the contents of the container 200 toenvironment 90 if the one or more physical parameters meet apredetermined standard. In one embodiment a PRD may be adapted to sensepressure within a container 200 and to vent the contents of thecontainer 200 to environment 90 if the pressure is more than somepredetermined pressure. In some non-limiting embodiments, thepredetermined pressure may be 50% of the maximum pressure a container200 may contain without bursting or otherwise failing.

In one non-limiting embodiment, as shown in FIGS. 20A, 20B, 20C, and20D, a PRD may be adapted to sense temperature nearby a container 200and to vent the contents of the container 200 to environment 90 if thetemperature is more than some predetermined activation temperature. Incertain non-limiting embodiments, as shown in FIGS. 20A, 20B, 20C, and20D, the PRD 700 comprises a temperature sensitive component 720 adaptedto respond to the predetermined activation temperature and a valve 740.Temperature sensitive component 720 may comprise a wire component (notshown) encased within a cylinder tubing 726. Valve 740 may comprise aninlet aperture 742 in operational engagement with a container 200 and anoutlet aperture in operational engagement with the environment 90. ThePRD 700 and or any components thereof may be operatively engaged with afirst container 220, a second container 240, a third container 260, orsome combination thereof. In operation, if temperature sensitivecomponent 720 is exposed to a temperature equal to or exceeding thepredetermined activation temperature for some predetermined activationtime, the valve 740 opens to provide fluid communication between engagedcontainer 200 and the environment 90 so that the contents of thecontainer 200 may vent to environment 90. Without limitation, in someembodiments the predetermined activation temperature may be 110+/−5degrees Centigrade. Without limitation, in some embodiments thepredetermined activation time may be 20-30 seconds.

In certain non-limiting embodiments, a system may comprise one or moretransducers sufficient to sense data regarding a plurality of physicalparameters within or around a container 200; a controller adapted toaccept data regarding the plurality of physical parameters within oraround a container 200 from the one or more transducers, to process thedata in some predetermined way, and to produce an output signal of theresults of the process indicate venting; and a valve adapted to beopened by the output signal in order to provide fluid communicationbetween engaged container 200 and the environment 90 so that thecontents of the container 200 may vent to environment 90.

In certain embodiments, the one or more containers 200 may include aliner made of a first material. In certain embodiments, the firstmaterial is a plastic. In certain embodiments, the one or morecontainers 200 may include a wrapping of a second material. In certainembodiments, the second material is at least one of a carbon fiber, acomposite material, a Teflon, or a disparate material from the firstmaterial. In certain embodiments, the one or more containers 200 is madeof at least one of a metal, a plastic, a polymer, or a compositematerial.

In certain embodiments, the frame 300 is made from at least one of asteel, an alloy, an aluminum, or a metal.

Referring now to the non-limiting embodiments shown in FIGS. 1-19 and22-29, in certain embodiments, the system 100, 102 may include a firstmanifold 600 and a second manifold 600′. The second manifold 600′ maycomprise all of the components that the first manifold 600 comprises orit may comprise a subset of the components that the first manifold 600comprises.

With continued reference to the non-limiting embodiments shown in FIGS.1-19 and 22-29, in certain embodiments, the system 100, 102 may includesa regulator 620 that is configured to receive a portion of compressednatural gas at a first pressure level and convert the portion ofcompressed natural gas to a second pressure level. In a particularembodiment, the system 100 and 102 can include dual regulators. Forinstance, dual regulators can be utilized to improve delivery of CNG. Incertain embodiments, the regulator 620 is adjustable to permit a user toselect a second pressure level between zero and the first pressurelevel, inclusive. In certain embodiments, regulator 620 may comprise anelastomeric diaphragm. In certain embodiments, regulator 620 maycomprise have a stainless steel bellows-type diaphragm. In someembodiments, the regulator may comprise a stainless steel bellows-typediaphragm adapted to operate properly at temperatures as low as −200degrees F. (−128 degrees C.).

In certain embodiments, the system 100, 102 includes an electricalconnector component (not shown) that couples to at least one of anelectrical component (not shown) of the vehicle 500. For example, andwithout limitation, in conventional vehicles, there is typically anelectrical system (not shown) comprising one or more of an alternator orother electrical generator and a battery or other energy storage deviceadapted to supply electrical energy. Known methods and apparatuses foroperationally engaging the electrical system of a vehicle 500 may beadapted for use with system 100, 102 in order to provide an electricalconnector component (not shown) that may be used to readily couple withthe electrical system (not shown) of vehicle 500. An electricalconnector component (not shown) coupled with the electrical system (notshown) of vehicle 500 may be used to supply system 100, 102 withelectrical energy. Electrical energy supplied to system 100, 102 may beused to power a component of the system 100, 102 such as, withoutlimitation, a light, a lighted access door 420, a communicationcomponent (not shown), a computer (not shown), a controller (not shown),an amplifier (not shown), a resistive heater (not shown), a securitysystem (not shown), a camera (not shown), a cellular device (not shown),a GPS device (not shown), an electric solenoid valve (not shown), a datastore (not shown), or other component chosen with good engineeringjudgment.

In certain embodiments, the system 100, 102 includes a fuel connectorcomponent 642 adapted to fluidly communicate with at least one of a hose(not shown) of the vehicle 500 or a fuel line (not shown) of the vehicle500, wherein the fuel connector component 642 is adapted to output of aportion of compressed natural gas from the one or more containers 200 toa portion of an engine (not shown) of the vehicle 500.

As shown in FIGS. 1-9 and 19 for a vertical orientation of system 100and in FIGS. 10-11 and 22-29 for horizontal orientation for system 102,in certain embodiments, a system 100, 102 may include a first manifold600 located on a driver side 506 of a first vehicle 500; a secondmanifold 600′ located on a passenger side 508 of the first vehicle 500.In such embodiments, first manifold 600 may comprise a fast-fill port632 adapted to receives a portion of compressed natural gas to containwithin one or more containers 200 at a first rate of flow; a fueltransfer port 636 configured for fluid communication of a portion ofcompressed natural gas between a container (not shown) affixed to asecond vehicle (not shown) and the one or more containers 200 of thefirst vehicle 500 and also configured for fluid communication of aportion of compressed natural gas between the one or more containers 200of vehicle 500 and a storage container (not shown) such as, withoutlimitation, a storage container at a garage, depot, or other site; and atransfer valve 637 that is configured to control flow for the fueltransfer port 636. In some non-limiting embodiments, the container (notshown) affixed to a second vehicle (not shown) may be substantiallyidentical to one or more containers 200 of the first vehicle 500. Insome non-limiting embodiments, the second vehicle (not shown) may besubstantially identical to the first vehicle 500.

As shown in FIGS. 1-9 and 19 for vertical orientation of system 100 andFIGS. 10-11 and 22-29 for horizontal orientation of system 102, andshown in detail in FIGS. 13-18, the first manifold 600 further comprisesat least one of the following: a fast-fill port 632 adapted to receive aportion of compressed natural gas to contain within one or morecontainers at a first rate of flow; a fuel transfer port 636 that isconfigured for fluid communication of a portion of compressed naturalgas between a container (not shown) affixed to a second vehicle (notshown) and the one or more containers 200 of the first vehicle 500 andalso configured for fluid communication of a portion of compressednatural gas between the one or more containers 200 of vehicle 500 and astorage container (not shown) such as, without limitation, a storagecontainer at a garage, depot, or other site; a transfer valve 637 thatis configured to control flow for the fuel transfer port 636; a shut-offvalve 631 that is configured to regulate flow between one or more of thecontainers 200 to an engine of the first vehicle 500; a fill port 634that is configured for fluid communication of a portion of compressednatural gas at a rate up to second rate of flow between a compressednatural gas source and the one or more containers 200 of the firstvehicle 500, wherein the second rate of flow is less than the first rateof flow; and a pressure gauge 635 that is configured to sense thepressure of a portion of the compressed natural gas for the one or morecontainers 200.

As shown in FIGS. 1-9 and 19 for vertical orientation of system 100 andFIGS. 10-11 and 22-29 for horizontal orientation of system 102, andshown in detail in FIGS. 13-18, the second manifold 600′ furthercomprises a manifold block 610′, a shut-off valve 631′ that isconfigured to regulate flow between the one or more containers 200 to anengine (not shown) of the first vehicle 500; a fill port 634′ that isconfigured for fluid communication of a portion of compressed naturalgas at a rate up to a second rate of flow between a compressed naturalgas source and the one or more containers 200 of the first vehicle 500,wherein the second rate of flow is less than the first rate of flow; anda pressure gauge 635′ that is configured to collect a pressure readingof a portion of the compressed natural gas for the one or morecontainers 200.

As shown in FIGS. 1-9 and 19 for vertical orientation and FIGS. 10-11and 22-29 for horizontal orientation, in certain non-limitingembodiments, system 100, 102 may include one or more containers 200 thatare configured to house a portion of compressed natural gas (CNG), eachcontainer 200 may be cylindrical in shape with a length, a diameter, anda first end 204 opposite a second end 206 in which the first end 204includes a valve opening 212; a frame 300 that encases the one or morecontainers 200; a casing 400 that surrounds the frame 300 and the one ormore containers 200; the length of the one or more containers 200 areoriented in a vertical or horizontal orientation; the frame 300 attachesto a portion of a chassis 510 of a vehicle 500, wherein the frame 300,the casing 400, and the one or more containers 200 are located behind acabin of the vehicle 500 or underneath a portion of cabin 504 and alonga side of the vehicle 500; the one or more containers 200 are connectedto the frame 300 with a first neck mount 322 for the first end 204 ofeach of the one or more containers 200 and a second neck mount 332 forthe second end 206 of each of the one or more containers 200; adriver-side manifold 600; and a passenger-side manifold 600′. In certainembodiments, such a system 100, 102 may further include an RFID tag (notshown) associated with at least one of the one or more containers 200, aportion of the driver-side manifold 600, a portion of the passenger-sidemanifold 600′, a regulator 620 for the system 100, 102, a valve 631,631′ used in at least a portion of the system 100, 102.

In certain embodiments, the system 100, 102 may include an RFID readercomponent (not shown) that is configured to collect a portion of datafrom the RFID tag (not shown) triggered by a geographic proximitybetween the RFID tag (not shown) and the RFID reader component (notshown). In an embodiment, the system includes an RFID writer component(not shown) that incorporates a portion of data with the RFID tag (notshown) based on the association of the at least one of the one or morecontainers 200, a portion of the driver-side manifold 600, a portion ofthe passenger-side manifold 600′, a regulator 620 for the system 100,102, a valve 631, 631′ used in at least a portion of the system 100,102. In certain embodiments, the portion of data relates to at least oneof an inspection date, a type of inspection, a manufacture date, a date,a time, a location, an inspection due, a shipping date, a qualitycontrol inspection, or a service notification.

As shown in FIGS. 1-9, and 13-19, in certain non-limiting embodiments,the system 100, 102 may comprise a first container 220, a frame 300, afirst manifold 600, a second manifold 600′, and a casing 400. The firstcontainer 220 may be configured to house or contain compressed naturalgas. The first container 220 may be engaged with frame 300. The frame300 has a first side 306 and a second side 308 opposite the first side306. The frame 300 may substantially shroud at least the first container220. The first manifold 600 may be engaged proximate to the first side306 of frame 300. The second manifold 600′ may be engaged proximate tothe second side 308 of the frame 300. The casing 400 may at leastpartially surrounds the frame 300, the first container 220, the firstmanifold 600, and the second manifold 600′. The first manifold 600 maycomprise a fast-fill port 632, a fuel transfer port 636, and a transfervalve 637. The fast-fill port 632 may be in fluid communication with thefirst container 220, and may be adapted to receive compressed naturalgas at any rate up to a first rate. The fuel transfer port 636 may be influid communication with the first container 220, and may be adapted totransfer compressed natural gas. The transfer valve 637 may beconfigured to regulate the fluid communication of the fuel transfer port636. The frame 300 may substantially shrouds the first manifold 600.

The system 100, 102 may further comprise a second container 240configured to house or contain compressed natural gas. The frame 300 maysubstantially shroud the second container 240. The second manifold 600′may comprise a fast-fill port 632′, a fuel transfer port 636′, and atransfer valve 637′. The fast-fill port 632′ may be in fluidcommunication with the second container 240, and may be adapted toreceive compressed natural gas at any rate up to a first rate. The fueltransfer port 636′ may be in fluid communication with the secondcontainer 240, and may be adapted to transfer compressed natural gas.The transfer valve 637′ may be configured to regulate the fluidcommunication of the fuel transfer port 636′. The frame 300 maysubstantially shroud the first manifold 600, the second manifold 600′,and any number of containers 200. As noted above, the first container220 and the second container 240, like any container 200, may comprisemetal, metal partially wrapped with a fiber, or a composite material.

As shown in FIGS. 3-9 and 19 for a vertical orientation of system 100,in some embodiments, the frame 300 substantially shrouds the firstmanifold 600, the second manifold 600′, first container 220, and secondcontainer 240, such that these components are mostly within the regioninternal to the frame 300 such that the shrouding of the first manifold600, the second manifold 600′, first container 220, and second container240 by the frame 300 is sufficient to at least partially or fullyprotect them from collisions, falling, tumbling or other similar largemechanical events. It should be understood that in embodiments whereinthe frame 300 partially or fully protect components such as, withoutlimitation, the containers 200, the manifold 600, the manifold 600′,and/or connections, ports, gauges, valves, and other components, fromcollisions, falling, tumbling or other similar large mechanical events,these protected components may be placed in locations or positions whereplacement without a protective frame 300 would otherwise present anunacceptable risk of rupture, leakage, or other damage due to potentialcollisions, falling, tumbling or other similar large mechanical events.For example, a frame 300 shrouded container 200 may extend below thechassis 510 of a vehicle 500 and still be protected from harm fromroadway obstructions or other vehicles by the frame 300 where anunshrouded container would be exposed to greater risk of harm fromroadway obstructions or other vehicles.

As shown in FIGS. 4-9 and 19, in some embodiments for a verticalorientation system 100, the first container 220 or the second container240 may be connected to the frame 300 with a neck mount 322 or neckmount 332. The first container 220 may be cylindrical in shape with alength, a diameter, and a first end 224 opposite a second end 226. Thesecond container 260 may be cylindrical in shape with a length, adiameter, and a first end 244 opposite a second end 246. The firstcontainer 220 may be connected to the frame 300 at the first end 224 ofthe first container 220 with a neck mount 322 that permits motion alongan axis 221 defined by the length of the first container 220. The firstcontainer 220 may be connected to the frame 300 at the second end 226 ofthe first container 220 with a neck mount 332 that is substantiallyfixed along the axis 221 defined by the length of the first container220. The latter provided neck mounting arrangement permits the firstcontainer 220 to expand and contract in response to changes intemperature or pressurization without being bound or damaged by thecomponents that retain it while still providing a sufficiently fixedlocation for operative engagement of the other relevant components ofthe system 100, 102 thereto.

The second container 240 may be connected to the frame 300 at the firstend 244 of the second container 240 with a neck mount 322 that permitsmotion along an axis 241 defined by the length of the second container240. The second container 240 may be connected to the frame 300 at thesecond end 246 of the second container 240 with a neck mount 332 that issubstantially fixed along the axis 241 defined by the length of thesecond container 240. The latter provided neck mounting arrangementpermits the second container 240 to expand and contract in response tochanges in temperature or pressurization without being bound or damagedby the components that retain it while still providing a sufficientlyfixed location for operative engagement of the other relevant componentsof the system 100, 102 thereto. It should be noted that the axes 221,241 may be oriented horizontally, vertically or at some other angle. Itis to be appreciated that the neck mount 322, neck mount 332, and thelike can be utilized with the system 102 (e.g., horizontal orientationillustrated in FIGS. 10-11 and 22-29).

As shown in FIGS. 1-11, 19, and 24, in certain non-limiting embodiments,the first manifold 600 may be in fluid communication with the firstcontainer 220 by way of a flexible conduit 820. The second manifold 600′in fluid communication with said second container 240 by way of aflexible conduit 840. It is to be appreciated that flexible conduit 840can be utilized with the system 102 (e.g., horizontal orientationillustrated in FIGS. 10-11 and 22-29). Moreover, it is to be appreciatedthat the manifold connections in the system 100 and 102 can be rigidlines rather than flexible conduit. Generally, it is to be appreciatedthat the conduit can be at least one of flexible conduit or rigidconduit.

As shown in FIGS. 1-11 and 19 a-19 e, in certain non-limitingembodiments, the system 100, 102 may comprise a component adapted forattachment to a portion of an associated vehicle 500. In certainembodiments, the component adapted for attachment to a portion of avehicle 500 comprises a shock mount 310 adapted for engagement to achassis 510 of the associated vehicle 500.

As shown in FIGS. 1-9 and 19 for a vertical orientation of the system100 and FIGS. 10-11 and 22-29 for a horizontal orientation of the system102, FIGS. 13-18 illustrate either the first manifold 600 or the secondmanifold 600′ or both comprising a component selected from the groupconsisting of a shut-off valve 631, 631′, an internal check valve (notshown), an inlet fitting 632, 632′, 634, 634′, a fuel storage fitting638, 638′, a coalescing filter 639, 639′, and a pressure gage 635, 635′.In certain embodiments, the first container 220 is in selectable fluidcommunication with the second container 240. This latter selectablefluid communication may adapted for control by a valve 228, 248.

As shown in FIGS. 1-11, 19, and 22-29, in certain non-limitingembodiments, the system 100, 102 is engaged with an associated vehicle500, the first side 306 of the frame 300 may be associated with thedriver side 506 of the vehicle 500 and the second side of the frame 300may be associated with the passenger side 508 of the vehicle 500. Insome embodiments in which the system 100, 102 is engaged with anassociated vehicle 500, the first side 306 of the frame 300 may beassociated with the passenger side 508 of the vehicle 500 and the secondside of the frame 300 may be associated with the driver side 506 of thevehicle 500.

Generally, a container 200 may be any kind of container chosen with goodengineering judgment and may, without limitation, consist of or comprisea cylinder, a tank, a housing, or a canister. The vehicle 500 may be anykind of vehicle chosen with good engineering judgment and may, withoutlimitation, be selected from the group consisting of a semi, a semitruck, a semi-trailer truck, a tractor-trailer, a transfer truck, an18-wheeler, a truck, a class 8 vehicle, an automobile, farm equipment,industrial equipment, construction equipment, van, Sport Utility Vehicle(SUV), a truck that carriers a load and/or freight, and the like.

In some embodiments the system 100, 102 will comprise one, two, three ormore containers 200. In embodiments in which the system 100, 102 onlycomprises one container 200, first container 220, the system 100, 102may comprise a structural bracket (not shown) to provide structuralintegrity and/or a location to which to brace.

In an embodiment, FIG. 6 illustrates the system 100 with three (3)containers 200 housed and supported by at least frame 300. For instance,the system 100 and frame 300 can be used to house a single containersupported by at least the connecting member 330 (e.g., in a middlesection of the frame 300). In another embodiment, the system 100 andframe 300 can be used to house a first container and a second container,wherein the first container is supported by the first side 306 of theframe 300, the second container is supported by the second side 308 ofthe frame 300, and the connecting member 330 (e.g., middle section ofthe frame 300) is empty.

In a particular embodiment, a weight element (not shown) can be used asa counterweight or a counterbalance in the event that a configuration ofcontainers is used that requires balancing. For instance, the system 100and frame 300 can be used to house a first container and a secondcontainer, wherein the first container is supported by the first side306 of the frame 300, the second container is supported by theconnecting member 330 (e.g., middle section of the frame 300) and thesecond side 308 is empty. In such instance, the second side 308 can beconfigured to house a weight element that counterbalances a portion ofweight associated with the containers supported by the connecting member330 and/or the first side 306. Similarly, the system 100 and frame 300can be used to house a first container and a second container, whereinthe first container is supported by the second side 308 of the frame300, the second container is supported by the connecting member 330(e.g., middle section of the frame 300) and the first side 306 is empty.In such instance, the first side 306 can be configured to house a weightelement (not shown) that counterbalances a portion of weight associatedwith the containers supported by the connecting member 330 and/or thesecond side 308.

As shown in FIGS. 1-9, and 19 a-19 e in certain non-limitingembodiments, the system 100 may comprise a frame 300 comprising of a setof distinct components for a vertical orientation of the system 100.Frame 300 may comprise a first support member 320, a first connectingmember 330, an optional second connecting member 336, a second supportmember 340, a first shroud 350, and a second shroud 360. The firstsupport member 320 may comprise a first base plate 329, and a firstconnector plate 324 engaged to the first base plate 329. The firstconnector plate 324 may optionally be substantially perpendicular to thefirst base plate 329. In some specific non-limiting embodiments, thefirst support member 320 may comprise a first base plate 329, a firstconnecting member 330, a first edge plate 324, and a third edge plate328 offset from the first edge plate 326.

The first support member 320 may comprise a first edge plate 326 engagedto the first connector plate 324. The first edge plate 326 may,optionally, be substantially perpendicular to the first connector plate324, or substantially perpendicular to the first base plate 329, orboth. The first support member 320 may comprise a third edge plate 328engaged with the first connector plate 324 and offset from the firstedge plate 326. The third edge plate 328 may, optionally, besubstantially perpendicular to the first connector plate 324, orsubstantially perpendicular to the first base plate 329, or both.

The first connector plate 324 may be engaged with a first end 339 of theconnecting member 330. The connecting member 330 may be elongated havinga second end 337 offset from and facing opposite from the first end 339.The second support member 340 may comprise a second base plate 342, anda second connector plate 344 engaged to the second base plate 342.

The second support member 340 may comprise a second edge plate 346engaged with the second connector plate 344. The second edge plate 346may, optionally, be substantially perpendicular to the second connectorplate 344, or substantially perpendicular to the second base plate 342,or both. The second support member 340 may comprise a fourth edge plate348 engaged with the second connector plate 344 and offset from thesecond edge plate 346.

The fourth edge plate 348 may, optionally, be substantiallyperpendicular to the second connector plate 344, or substantiallyperpendicular to the second base plate 342, or both. The secondconnector plate 344 may be engaged with a second end 334 of theconnecting member 330.

The first shroud 350 may be engaged with the first support member 320 todefine a first cavity 321 therebetween. The first shroud 350 may beengaged to the first connector plate 324, to first edge plate 326, thirdedge plate 328, or to some combination thereof. In some embodiments, thefirst connector plate 324, the first edge plate 326, the first shroud350, and the third edge plate 328 together form a closed loop aroundfirst cavity 321. The first shroud 350 may have a first internal surface354 and a first external surface 356. The first external surface 356 maydefine therein a first depression 352. The first depression 352 may besufficient, in size and shape and depth and otherwise, to substantiallyshroud the first manifold 600 therein. In some embodiments, the firstmanifold 600 may be engaged with and substantially shrouded by saidfirst depression 352.

The second shroud 360 may be engaged with the second support member 340to define a second cavity 341 therebetween. The second shroud 360 may beengaged to the second connector plate 344, to second edge plate 346,fourth edge plate 348, or to some combination thereof. In someembodiments, the second connector plate 344, the second edge plate 346,the first shroud 360, and the fourth edge plate 348 together form aclosed loop around second cavity 341. The second shroud 360 may have asecond internal surface 364 and a second external surface 366. Thesecond external surface 366 may define therein a second depression 362.The second depression 362 may be sufficient, in size and shape and depthand otherwise, to substantially shroud the second manifold 600′ therein.In some embodiments, the second manifold 600′ may be engaged with andsubstantially shrouded by said second depression 362.

As shown in FIGS. 1-9, and 19 a-19 e for a vertical orientation insystem 100 and in FIGS. 10-11 and 22-29 for a horizontal orientation insystem 102, the system 100, 102 may provide an apparatus which permits amanifold 600, 600′ and associated components to be mounted to thechassis 510 of a vehicle 500. As shown in FIGS. 1-9 and 19 a-19 e for avertical orientation in system 100 and in FIGS. 10-11 and 22-29 for ahorizontal orientation in system 102, a manifold 600, 600′ is mounteddistal from the engine (not shown) of the vehicle 500, outside theengine compartment (not shown) of the vehicle 500, to a frame 300 whichis mounted to the chassis 510. The manifold 600, 600′ may be engagedwith other components, such as without limitation a container 200, orthe engine (not shown) by a pipe, flexible conduit, hose (not shown) orother means for conveying CNG. In other embodiments the manifold 600,600′ may be engaged directly to the engine (not shown) of a vehicle 500,inside the engine compartment (not shown) but not directly to the engine(not shown), to the chassis 510, elsewhere in a system 100, 102 mountedto the vehicle 500, or elsewhere on the vehicle 500.

FIGS. 10-11 and 22-29, system 102 illustrate a non-limiting embodimentof a horizontal compressed natural gas (CNG) system for a vehicle. FIG.22 is a perspective view of the system 102, FIG. 23 is a perspectiveview of the system 102 with a portion of the casing 400 removed, FIG. 24is a top view of the system 102, and FIG. 25 is a bottom view of thesystem 102. The system 102 can be mounted to a portion of a chassis ofthe vehicle, wherein the mounting to the portion of the chassis isexternal and separate from an engine compartment that houses acombustible fuel engine. It is to be appreciated that the system 102 caninclude elements, features, components, and the like utilized, describedor used in connection with the system 100. Thus, one of soundengineering judgment can choose features from the system 100 to includewith the system 102 and vice versa without departing from the scope ofthe subject innovation.

FIGS. 22 and 23 illustrate system 102 that can include a first side 306,a second side 308, and at least one connecting member 330 connecting thefirst side 306 to the second side 308. FIG. 22 illustrates the system102 with one or more containers encased (e.g., containers are not shownas the containers are contained within the enclosure), whereas FIG. 23illustrates the system 102 with one or more containers exposed. It is tobe appreciated that the first side 306 can correspond to the driver side506 of a vehicle and the second side 308 can correspond to the passengerside 508 of the vehicle. The first side 306 can include a length that isbetween a first end and an opposing second end. Additionally, the secondside 308 can include a length that is between a first end and anopposing second end. Although depicted in as a semi-octagon shape, thefirst side 306 and the second side 308 can be any suitable shape or sizethat can house container (shown in FIG. 23). For instance, the firstside 306 and the second side 308 can be a shape that corresponds with ashape of a container that is housed therewith. In an embodiment, theshape of the first side or the second side can be a polyhedron, a prism,a cylinder, or shape with a volume.

The first side 306 and the second side 308 can be secured to one anotherby at least connecting member 330 (wherein a front connecting member isreferred to as second connecting member 330′ and a rear connectingmember is referred to as first connecting member 330). In a non-limitingembodiment, the system 102 is illustrated with a first connecting member330 and a second connecting member 330′. The first connecting member 330and the second connecting member 330′ can respectively include at leastone shock mount 310, wherein the shock mount 310 can be, but is notlimited to being, a elastomeric damper, a spring-damper, and the like.The at least one connecting member 330 can further include a firstmember and a second member that are coupled together via a respectiveshock mount 310 (as illustrated in FIG. 25 which illustrates the system102 from a bottom view). In a particular non-limiting embodiment andillustrated in FIGS. 25, 28, and 29, a first connecting member 330 (alsoreferred to as rear connecting member 330) can include a first member1001 and a second member 1002 physically coupled together via shockmount 1003, whereas a second connecting member 330′ (also referred to asfront connecting member 330′) can include a first member 1004 and asecond member 1005 physically coupled together via shock mount 1006.

The first side 306 can include casing 400 that encloses and protects atleast one container 200. The casing 400 can be any suitable materialsuch as, but not limited to, metal, aluminum, fiberglass, tin, apolymer, a synthetic material, a plastic, and the like. One of soundengineering judgment can select a type of material for casing 400without departing from the scope of the subject innovation. The firstside 306 further includes a manifold 600 that is protected and/oraccessed via an access door 420. The manifold 600 is illustrated in moredetail in FIGS. 12-18. The first side 306 can further include at leastone shock mount 310, wherein the shock mount 310 can be, but is notlimited to, a spring-damper, elastomeric damper, among others. At leastone mounting bracket 390 is coupled to the first side 306, wherein themounting bracket 390 physically couples the first side 306 to a portionof a chassis of a vehicle. In an embodiment, the chassis of the vehicleincludes a driver side structure and a passenger side structure to whichat least one mounting bracket 390 physically couples to the driver sidestructure. It is to be appreciated that each mounting bracket 390 caninclude a respective shock mount 310. However, in an embodiment, amounting bracket 390 may not include a respective shock mount 310. Forinstance, a first side 306 can include two (2) mounting blocks 390 andfour (4) shock mounts 310 and a second side 308 can include two (2)mounting blocks 390 and four (4) shock mounts, wherein each mountingblock 390 can include two shock mounts (each having two dampers, bolts,washers, and nuts). In a non-limiting embodiment, the first side 306 isillustrated with a first shock mount included with a first mountingblock, a second shock mount included with a second mounting block, and athird shock mount included with a third mounting block. The first side306 can further include one or more step structures 450 that facilitateentering or exiting a vehicle.

The second side 308 can include casing 400′ that encloses and protectsat least one container 200. The casing 400′ can be any suitable materialsuch as, but not limited to, metal, aluminum, fiberglass, tin, apolymer, a synthetic material, a plastic, and the like. One of soundengineering judgment can select a type of material for casing 400′without departing from the scope of the subject innovation. The secondside 308 further includes a manifold 600′ that is protected and/oraccessed via an access door 420′. The manifold 600′ is illustrated inmore detail in FIGS. 12-18. The second side 308 can further include atleast one shock mount 310′, wherein the shock mount 310′ can be, but isnot limited to, a spring-damper, elastomeric damper, among others. Atleast one mounting bracket 390′ is coupled to the second side 308,wherein the mounting bracket 390′ physically couples the second side 308to a portion of a chassis of a vehicle. In an embodiment, the chassis ofthe vehicle includes a driver side structure and a passenger sidestructure to which at least one mounting bracket 390′ physically couplesto the passenger side structure. It is to be appreciated that eachmounting bracket 390′ can include a respective shock mount 310′.However, in an embodiment, a mounting bracket 390′ may not include arespective shock mount 310′. For instance, a first side 306 can includetwo (2) mounting blocks 390 and four (4) shock mounts 310 and a secondside 308 can include two (2) mounting blocks 390 and four (4) shockmounts, wherein each mounting block 390 can include two shock mounts(each having two dampers, bolts, washers, and nuts). In a non-limitingembodiment, the second side 308 is illustrated with a fourth shock mountincluded with a fourth mounting block, a fifth shock mount included witha fifth mounting block, and a sixth shock mount included with a sixthmounting block. The second side 308 can further include one or more stepstructures 450′ that facilitate entering or exiting a vehicle.

FIGS. 26a and 26b illustrate the first side 306 and the second side 308respectively from a side view. FIGS. 27a and 27b illustrate the firstside 306 and the second side 308 respectively from a side view with aportion of the casing 400 and 400′ removed. FIG. 28 illustrates a frontview of the system 102. FIG. 29 illustrates an exploded view thatdepicts the first side 206 and the second side 208 of the system 102 andthe components, members, and elements that allow physical connectivityand coupling to a vehicle.

FIGS. 23, 26 b, 27 b, and 29 illustrate securing or physically couplingat least one container 200 into the front side 306 for housing. Asdepicted, the container 200 can be housed in the first side 306 andsecured within by one or more neck mounts as described above. In aparticular non-limiting embodiment, the first side 306 can include afirst neck mount 1200 on a first end of the container 200 and a secondneck mount 1202 on a second end of the container 200. The first neckmount 1200 and the second neck mount 1202 can include a respective mountblock 214, an internal geometry 215, and an external geometry 216, and ablock receiver 218. One of sound engineering judgment can choose atechnique on physically coupling a container 200 to the first side 306and in particular coupling each end of the container 200 to an end ofthe first side 306 without departing from the scope of the subjectinnovation.

The neck mounts 1200 and 1202 can be physically coupled to a firstsupport 1300 and a second support 1302 that is opposite of the firstsupport 1300. The first support 1300 can be physically coupled to theconnecting member 330′. In particular, the first support 1300 can bephysically coupled to the second member 1005. The second support 1302can be physically coupled to the connecting member 330. In particular,the second support 1302 can be physically coupled to the second member1002.

By way of example and not limitation, the first support 1300 can bealigned with a first end of container 200 and the second support 1302can be aligned with a second end of the container 200, where the firstend is opposite the second end. In particular, a respective mountingbracket 390 and shock mount 310 can be coupled to the first support1300. Additionally, a respective mounting bracket 390 and shock mount310 can be coupled to the second support 1302. In a particularembodiment, an additional mounting bracket 390 and shock mount 310 canbe coupled to the casing 400 at a location in between the first support1300 and the second support 1302.

FIGS. 23, 26 a, 27 a, and 29 illustrate securing or physically couplingat least one container 200′ into the side 308 for housing. As depicted,the container 200′ can be housed in the second side 308 and securedwithin by one or more neck mounts as described above. In a particularnon-limiting embodiment, the second side 308 can include a first neckmount 1200′ on a first end of the container 200′ and a second neck mount1202′ on a second end of the container 200′. The first neck mount 1200′and the second neck mount 1202′ can include a respective mount block214′, an internal geometry 215′, and an external geometry 216′, and ablock receiver 218′. One of sound engineering judgment can choose atechnique on physically coupling a container 200′ to the second side 308and in particular coupling each end of the container 200′ to an end ofthe second side 308 without departing from the scope of the subjectinnovation.

The neck mounts 1200′ and 1202′ can be physically coupled to a firstsupport 1300′ and a second support 1302′ that is opposite of the firstsupport 1300′. The first support 1300′ can be physically coupled to theconnecting member 330′. In particular, the first support 1300′ can bephysically coupled to the first member 1004. The second support 1302′can be physically coupled to the connecting member 330. In particular,the second support 1302′ can be physically coupled to the first member1001.

By way of example and not limitation, the first support 1300′ can bealigned with a first end of container 200′ and the second support 1302′can be aligned with a second end of the container 200′, where the firstend is opposite the second end. In particular, a respective mountingbracket 390 and shock mount 310′ can be coupled to the first support1300′. Additionally, a respective mounting bracket 390′ and shock mount310′ can be coupled to the second support 1302′. In a particularembodiment, an additional mounting bracket 390′ and shock mount 310′ canbe coupled to the casing 400′ at a location in between the first support1300′ and the second support 1302′.

It is to be appreciated, as discussed above, that the system 100 or 102can include one or more containers. In a non-limiting embodiment a firstcontainer and a second container is illustrated. In another embodiment,the system 100 or 102 can include the first side 306 and the second side308, wherein the first side 306 houses a first container 200 and thesecond side 308 houses a weight element (e.g., counterweight, aautomatically controlled and adjusted weight element, a counterbalanceelement, among others) to balance the system 100 or 102 coupled to thechassis or frame of the vehicle. It is to be appreciated that the weightelement size, shape, weight, and other characteristics can be chosenwith sound engineering judgment and are intended to be within the scopeof the subject innovation.

It is to be appreciated that the first side 306 and the second side 308can be a frame for the system 102 that supports one or more containers200 in a horizontal configuration such that the containers arehorizontal in comparison to a surface the vehicle is traveling and/orone or more axles of the vehicle. By way of example and not limitation,the frame for the system 102 can include at least one of the first side306, the second side 308, the connecting member 330, the casing 400, theshock mount 310, the mounting bracket 390, the support member 1300 andthe support member 1302.

In the specification and claims, reference will be made to a number ofterms that have the following meanings. The singular forms “a”, “an” and“the” include plural referents unless the context clearly dictatesotherwise. Approximating language, as used herein throughout thespecification and claims, may be applied to modify a quantitativerepresentation that could permissibly vary without resulting in a changein the basic function to which it is related. Accordingly, a valuemodified by a term such as “about” is not to be limited to the precisevalue specified. In some instances, the approximating language maycorrespond to the precision of an instrument for measuring the value.Moreover, unless specifically stated otherwise, a use of the terms“first,” “second,” etc., do not denote an order or importance, butrather the terms “first,” “second,” etc., are used to distinguish oneelement from another.

As used herein, the terms “may” and “may be” indicate a possibility ofan occurrence within a set of circumstances; a possession of a specifiedproperty, characteristic or function; and/or qualify another verb byexpressing one or more of an ability, capability, or possibilityassociated with the qualified verb. Accordingly, usage of “may” and “maybe” indicates that a modified term is apparently appropriate, capable,or suitable for an indicated capacity, function, or usage, while takinginto account that in some circumstances the modified term may sometimesnot be appropriate, capable, or suitable. For example, in somecircumstances an event or capacity can be expected, while in othercircumstances the event or capacity cannot occur—this distinction iscaptured by the terms “may” and “may be.”

This written description uses examples to disclose the subject matter,including the best mode, and also to enable one of ordinary skill in theart to practice the invention, including making and using a devices orsystems and performing incorporated methods. The patentable scope of theinvention is defined by the claims, and may include other examples thatoccur to one of ordinary skill in the art. Such other examples areintended to be within the scope of the claims if they have structuralelements that do not differentiate from the literal language of theclaims, or if they include equivalent structural elements withinsubstantial differences from the literal language of the claims.

What is claimed is:
 1. A frame assembly for a compressed natural gasfuel system intended to fuel a vehicle engine, comprising: a first sideand a second side, each side configured to partly define an interiorspace; a connecting member engaged between the first side and the secondside; at least one container supported by and partly located within theinterior space of at least one of the first side or the second side,wherein the at least one container is configured to house compressednatural gas; the frame assembly configured to be engaged to a chassis ofa vehicle at a location on the chassis that is located rearward of a cabof the vehicle; and a manifold located on at least one of a driver sideof the vehicle or a passenger side of the vehicle, the manifold is influid communication with at least one of the vehicle engine or the atleast one container.
 2. The frame assembly of claim 1, furthercomprising: an additional connecting member engaged between the firstside and the second side a distance from the connecting member; theconnecting member and the additional connecting member configured topartly define a second interior space; and the at least one containersupported by and partly located within the second interior space of theconnecting member.
 3. The frame assembly of claim 1, the manifoldfurther includes the following: a fast-fill port in fluid communicationwith the at least one container, wherein the fast-fill port is adaptedto receive compressed natural gas at a first rate; and a fill port influid communication with the at least one container, wherein the fillport is adapted to receive compressed natural gas at a second rate inwhich the second rate is less than the first rate.
 4. The frame assemblyof claim 1, the manifold further includes at least one of: a fueltransfer port in fluid communication with the at least one container,wherein the fuel transfer port is adapted to transfer compressed naturalgas between the at least one container and an additional container; anda coalescing filter that receives compressed natural gas from the atleast one container prior to being received at the vehicle engine. 5.The frame assembly of claim 1, further comprising at least one conduitfor the flow of compressed natural gas between at least two of: themanifold, the at least one container, or the vehicle engine.
 6. Theframe assembly of claim 1, the at least one container is positionedsubstantially horizontal in comparison the chassis of the vehicle. 7.The frame assembly of claim 1, the at least one container is positionedsubstantially vertical in comparison the chassis of the vehicle.
 8. Aframe assembly for a compressed natural gas fuel system intended to fuela vehicle engine, comprising: a first side and a second side, each sideconfigured to partly define an interior space; a connecting memberengaged between the first side and the second side; at least onecontainer supported by and partly located within the interior space ofat least one of the first side or the second side, wherein the at leastone container is configured to house compressed natural gas; the frameassembly configured to be engaged to a chassis of a vehicle at alocation on the chassis that is located below the cab of the vehicle;and a manifold located on at least one of the first side or the secondside, the manifold is in fluid communication with at least one of thevehicle engine or the at least one container.
 9. The frame assembly ofclaim 8, further comprising: an additional connecting member engagedbetween the first side and the second side a distance from theconnecting member; the connecting member and the additional connectingmember configured to partly define a second interior space; and the atleast one container supported by and partly located within the secondinterior space of the connecting member.
 10. The frame assembly of claim8, the manifold further includes the following: a fast-fill port influid communication with the at least one container, wherein thefast-fill port is adapted to receive compressed natural gas at a firstrate; and a fill port in fluid communication with the at least onecontainer, wherein the fill port is adapted to receive compressednatural gas at a second rate in which the second rate is less than thefirst rate.
 11. The frame assembly of claim 8, the manifold furtherincludes at least one of: a fuel transfer port in fluid communicationwith the at least one container, wherein the fuel transfer port isadapted to transfer compressed natural gas between the at least onecontainer and an additional container; and a coalescing filter thatreceives compressed natural gas from the at least one container prior tobeing received at the vehicle engine.
 12. The frame assembly of claim 8,further comprising at least one conduit for the flow of compressednatural gas between at least two of: the manifold, the at least onecontainer, or the vehicle engine.
 13. The frame assembly of claim 8, theat least one container is positioned substantially horizontal incomparison the chassis of the vehicle.
 14. The frame assembly of claim8, the at least one container is positioned substantially vertical incomparison the chassis of the vehicle.
 15. A frame assembly for acompressed natural gas fuel system intended to fuel a vehicle engine,comprising: a first side and a second side, each side configured topartly define an interior space; a connecting member engaged between thefirst side and the second side; at least one container supported by andpartly located within the interior space of at least one of the firstside or the second side, wherein the at least one container isconfigured to house compressed natural gas; the frame assemblyconfigured to be engaged to a chassis of a vehicle at a location on thechassis that is located rearward of a cab of the vehicle or below thecab of the vehicle; and at least one fuel module integrated within theframe assembly.
 16. The frame assembly of claim 15, further comprising:an additional connecting member engaged between the first side and thesecond side a distance from the connecting member; the connecting memberand the additional connecting member configured to partly define asecond interior space; and the at least one container supported by andpartly located within the second interior space of the connectingmember.
 17. The frame assembly of claim 15, the at least one fuel modulefurther includes the following: a fast-fill port in fluid communicationwith the at least one container, wherein the fast-fill port is adaptedto receive compressed natural gas at a first rate; and a fill port influid communication with the at least one container, wherein the fillport is adapted to receive compressed natural gas at a second rate inwhich the second rate is less than the first rate.
 18. The frameassembly of claim 17, the at least one fuel module further includes atleast one of: a fuel transfer port in fluid communication with the atleast one container, wherein the fuel transfer port is adapted totransfer compressed natural gas between the at least one container andan additional container; and a coalescing filter that receivescompressed natural gas from the at least one container prior to beingreceived at the vehicle engine.
 19. The frame assembly of claim 18, theat least one fuel module further includes a manifold that includes atleast one of the fast-fill port, the fill port, the fuel transfer port,or the coalescing filter.
 20. The frame assembly of claim 15, furthercomprising at least one conduit for the flow of compressed natural gasbetween at least two of: the at least one fuel module, the at least onecontainer, or the vehicle engine.